Vehicular bumper beam with improved crush force profile

Abstract

Described are crush elements and vehicular bumper beams having improved crush force profiles. According to some embodiments, there is provided a vehicle bumper and at least one crush element. The vehicle bumper has a generally flat forward-facing central section and lateral ends curved rearwardly. The crush element is mounted to a rearward facing side of the vehicle bumper adjacent the lateral ends. The crush element comprises multiple stacked cells adapted to collapse sequentially under increasing forces generated during a collision of the vehicle bumper with an obstacle.

Description

VEHICULAR BUMPER BEAM WITH IMPROVED CRUSH FORCE PROFILECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority from United States Provisional Patent Application Number 63 / 599,969. filed on November 16, 2023. the contents of which are incorporated herein by reference.FIELD

[0002] This invention is in the field of vehicular bumper beams, and in particular, crush elements for vehicular bumper beams.BACKGROUND

[0003] Modem automotive vehicles are designed to absorb the force of a collision by deforming in certain ways to absorb the energy of the collision. This provides safety to the vehicle passengers as well as reducing damage to the obstacle with which the vehicle collides. In some relatively minor collisions, energy may be transmitted to the vehicle frame causing costly damage. In collisions of a vehicle with a pedestrian, the driver or passenger air bags may be triggered to deploy which risks injury to the vehicle driver and passengers.

[0004] Typical modem vehicle bumpers include cmsh elements, sometimes referred to as crush cans, to absorb certain collision forces. These crush cans tend to be hollow and oriented such that the face is open in a direction which faces the collision force. These crush cans are typically configured to collapse uniformly in an accordionlike manner under a constant force. When fully crushed, the vehicle frame will begin to deform, and the air bags may be triggered.

[0005] It would be advantageous to provide a vehicle bumper which overcomes the problems with conventional bumpers, including the limited abili t to tune the crush response of a vehicle bumper.SUMMARY

[0006] According to some embodiments, there is provided a vehicular bumper beam with improved crush force profile comprising a vehicle bumper and at least one crush element. The vehicle bumper has a generally flat forward-facing central section and lateral ends curved rearwardly. The at least one crush element is mounted to a rearward facing side of the vehicle bumper adjacent the lateral ends and comprises multiple stacked cells adapted to collapse sequentially under increasing forces generated during a collision of the bumper with an obstacle.

[0007] According to some embodiments, the at least one crush element is formed of extruded aluminum.

[0008] According to some embodiments, a width of each cell increases sequentially from the most forward cell to the most rearward cell.

[0009] According to some embodiments, a width of each cell decreases sequentially from the most forward cell to the most rearward cell.

[0010] According to some embodiments, the crush element has a truncated triangular, trapezoidal or truncated pyramidal shape.

[0011] According to some embodiments, the crush element is configured to absorb a force without resultant deformation of longitudinal frame rails.

[0012] According to some embodiments, a cross-sectional shape of one or more of the stacked cells is rectangular, trapezoidal, square, oval or round.

[0013] According to some embodiments, the crush element is oriented such that at least one face of the stacked cells is open in a direction that is normal to an applied collision force.

[0014] According to some embodiments, a thickness of a cell wall of at least one of the stacked cells is different than that of another one of the stacked cells.

[0015] According to some embodiments, there is provided a crush element for a vehicle bumper beam comprising a first end and a second end distal the first end, and a plurality of stacked cells formed between the first end and second end. The stacked cells are adapted to collapse sequentially under increasing forces generated during a collision of a vehicle bumper with an obstacle. At least one face of the stackedcells, when installed on the vehicular bumper, is open in a direction that is normal to an applied collision force.

[0016] According to some embodiments, the crush element further comprises a mounting element coupled to the second end. The crush element is configured to be coupled to the vehicular bumper at the first end and coupled to a longitudinal frame rail at the second end via the mounting element.

[0017] According to some embodiments, the plurality of stacked cells comprises at least two columns of stacked cells arranged adjacent to and spaced apart from each other.

[0018] According to some embodiments, the plurality of stacked cells comprises at least two columns of stacked cells arranged adjacent to and contiguous with each other.

[0019] According to some embodiments, the crush element is formed of extruded aluminum.

[0020] According to some embodiments, a width of each cell increases sequentially from the most forward cell to the most rearward cell.

[0021] According to some embodiments, the crush element has a truncated triangular, trapezoidal or pyramidal shape. According to some embodiments, a cross- sectional shape of one or more of the stacked cells is rectangular, trapezoidal, square, oval or round. According to some embodiments, at least one of the plurality- of stacked cells is different in one or more of shape and size from another one of the plurality of stacked cells.

[0022] According to some embodiments, the crush element is configured to absorb a force without resultant deformation of at least one longitudinal frame rail.

[0023] According to some embodiments, a thickness of a cell wall of at least one of the stacked cells is different than that of another one of the stacked cells.BRIEF DESCRIPTION OF THE DRAWINGS

[0024] For a better understanding of the various embodiments described herein and to show more clearly how they may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings in which:

[0025] FIG. 1A depicts a chart of collision force (FC) versus displacement (D) of vehicle elements using a vehicular bumper beam, according to non-limiting embodiments;

[0026] FIG. IB depicts a chart of collision force (FC) versus displacement (D) of vehicle elements using a vehicular bumper beam and conventional crush can, according to the prior art;

[0027] FIG. 1C depicts a crush can, according to the prior art;

[0028] FIG. 2 depicts a vehicular bumper beam having at least one crush element, according to non-limiting embodiments;

[0029] FIGS. 3 A and 3B respectively depict a top view and a perspective view of the vehicular bumper beam of FIG. 2;

[0030] FIG. 4 depicts a schematic of a vehicle having a vehicle bumper beam with at least one crush element, according to non-limiting embodiments;

[0031] FIGS. 5A to 5C depict a crush element, according to non-limiting embodiments;

[0032] FIGS. 5D to 5F depict cross-sectional views of crush elements having different cell shapes, according to non-limiting embodiments;

[0033] FIG. 6 depicts an enlarged view of crush elements mounted to a vehicle bumper, according to non-limiting embodiments;

[0034] FIG. 7A depicts crush elements, according to non-limiting embodiments;

[0035] FIG. 7B depicts a cross-sectional view of a crush element having at least two columns of stacked cell arranged adjacent and contiguous with each other, according to non-limiting embodiments; and

[0036] FIGS. 8A to 8F depict a vehicular bumper beam with improved crush profile undergoing a collision force, according to non-limiting embodiments.

[0037] The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.DETAILED DESCRIPTION

[0038] The described crush elements and vehicular bumper beam comprising said crush elements typically provides a different, beneficial force corridor in comparison with conventional bumper beams and crush cans. It has the advantage of tunability. In the preferred embodiment of an aluminum extrusion, an optimized crush element may be customized for each vehicle model to provide an ideal force corridor. The shape of the extrusion, its thickness and the number of cells can be varied as desired for optimum performance.

[0039] It has been found that a stepped progressive crush force generation by a vehicular bumper system is advantageous to manage different vehicle crash scenarios. Attention is directed to FIG. 1A, which depicts a chart of force (FC) versus displacement (D) during a vehicle crash scenario utilizing the described crush elements (depicted as line X). A preferred “crush corridor” is defined between upper corridor 1 (line UC) and lower corridor 3 (line LC). The first section 5 represents the low-speed collision event response. During slow speed collisions, it is desired only to deform the vehicular bumper beam system and not the longitudinal frame rails of the vehicle (see, for example, longitudinal frame rails 122 of vehicle 124 depicted in FIG. 4). Avoiding longitudinal frame rail buckling typically avoids signaling a crash event and triggering deployment of the airbag(s). Such a configuration also avoids triggering deployment of the airbags during a pedestrian collision. As the collision force increases (section 7 of FIG. 1A), buckling of the longitudinal frame rails begins. However, the slope is such that the desired decelerations are generated and recognized by the safety system sensors (e.g., the air bag sensors). As shown in the chart of FIG. 1A, according to at least some embodiments, the crush profile of the described crush elements and vehicular bumper beams generally falls within the desired “crush corridor” of sections 5 and 7.

[0040] In contrast, the crush profile of a typical, prior art crush can does not fall within the desired “crush corridor” (see FIG. IB which depicts a crush profile of typical crush can 11 illustrated in FIG. 1C). As depicted in the chart of FIG. IB, the crush profile slope (line Y) in the collision force increase section 7 well exceeds that defined by upper corridor 1. The crush force also sharply spikes far beyond the forcedefined by section 5, which can result in premature buckling of the longitudinal frame rails in comparison to the described crush elements.

[0041] It will be appreciated that for simplicity and clarity of illustration, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the exemplar}' aspects of the present application described herein. However, it will be understood by those of ordinary' skill in the art that the exemplary' aspects described herein may be practiced without these specific details. In other instances, well-known methods, procedures and components have not been described in detail so as not to obscure the exemplary aspects described herein. Also, the description is not to be considered as limiting the scope of the exemplary' aspects described herein. Any systems, method steps, method blocks, components, parts of components, and the like described herein in the singular are to be interpreted as also including a description of such systems, method steps or tasks, components, parts of components, and the like in the plural, and vice versa.

[0042] Attention is directed to FIGS. 2 to 3B, which depict a vehicular bumper beam 100, according to non-limiting embodiments. Vehicular bumper beam 100 comprises a vehicle bumper 102 and at least one crush element 104. Vehicle bumper 102 comprises a generally flat forward facing section 106 and lateral ends 108 (individually, lateral end 108 A and lateral end 108B) (FIG. 3B, forward direction denoted with F and rearward direction denoted with R). The at least one crush element 104 is mounted to a rearward facing side 110 of the vehicle bumper 102 adjacent lateral ends 108. For example, according to some embodiments, vehicular bumper beam 100 comprises two crush elements 104, one for each of lateral end 108 A and lateral end 108B. According to some embodiments, vehicular bumper beam 100 comprises four crush elements 104, two for each of lateral end 108 A and lateral end 108B.

[0043] As shown in FIGS. 5 A to 5C, each crush element 104 comprises multiple stacked cells between distal ends, such as cells 112 stacked between first end 114 and distal second end 116. As discussed further below, cells 112 are adapted to collapse sequentially under increasing forces generated during a collision of the bumper with an obstacle. When installed on the vehicle bumper 102. at least one face of stackedcells 112 is open in a direction that is normal to or at least faces away from an applied collision force, FC (FIG. 5B). In contrast, typical “crush cans” (e.g., crush can 11 of FIG. 1C) are oriented such that the cell or cells face the applied collision force and are configured to collapse longitudinally rather than transversely to the direction of the open face.

[0044] Crush element 104 may take a variety of forms. According to some embodiments, a cross section of the crush element 104 has a truncated triangular, trapezoidal or pyramidal shape (see. for example, FIG. 5D). According to some embodiments, as shown in FIG. 5C, a side profile of crush element 104 may comprise a compound shape. It is understood that any suitable shape or combination of shapes of crush element 104 is contemplated.

[0045] In addition, as discussed above, crush element 104 may comprise one or more columns of stacked cells. For example, as shown in FIG. 7 A, crush element 104 may comprise at least two columns of stacked cells arranged adjacent to and spaced apart from each other. According to some embodiments, crush element 104 comprises at least two columns of stacked cells arranged adjacent and contiguous with each other (see FIG. 7B).

[0046] Cells 112 may take a variety of shapes and configurations to assist in tuning the vehicular bumper beam’s response to a collision force. For example, according to some embodiments, a width, W, of each cell increases sequentially from the most forward cell to the most rearward cell (see, for example, FIG. 5F). According to some embodiments, the width, W. of each cell decreases sequentially from the most forward cell to the most rearward cell (FIG. 5D). According to some embodiments, one or more of stacked cells 112 is rectangular, trapezoidal, square, oval or round in shape (see, for example, FIGS. 2 to 5F). According to some embodiments, a thickness, Tl, of a cell wall of at least one of the stacked cells 112 is different than the thickness, T2, of another one of the stacked cells 112 (see, for example, FIG. 5B). According to some embodiments, at least one of stacked cells 112 is different in one or more of shape and size from another one of stacked cells 112.

[0047] Crush element 104 is configured to be coupled to vehicle bumper 102 at a first end 114 and to other vehicle structural elements at the second end 116.According to some embodiments, crush element 104 further comprises a mounting element 118 coupled to second end 116. Crush element 104 may be configured to be coupled to the vehicular bumper 102 at the first end 114 and coupled to a longitudinal frame rail (such as longitudinal frame rails 122 depicted in FIG. 4, individually referred to as longitudinal frame rails 122A and 122B) at the second end 116 via mounting element 118. According to some embodiments, mounting element 118 may comprise a cell end cap 120.

[0048] Crush element 104 may comprise any suitable material or combination of materials. For example, according to some embodiments, the at least one crush element 104 is formed of extruded aluminum. Steel or alloys of steel or aluminum may also be used for crush elements 104.

[0049] Attention is directed to FIGS. 8 A to 8F, which depict vehicle bumper beam 100 prior to and under an applied collision force, FC. As discussed above, the crush element 104 comprises a plurality of stacked cells 112 which are adapted to collapse sequentially under increasing forces generated during a collision of a vehicle bumper with an obstacle. FIGS. 8A and 8B depict vehicle bumper beam 100 prior to the application of the collision force, FC (FIG. 8B depicting a cross-sectional view of vehicle bumper beam 100 along section A- A). As the collision force is applied, the cells most proximate to the vehicle bumper 102, the most forward cells, absorb the impact load by deforming and collapsing (FIG. 8C and FIG. 8D). At this point, the cells proximate the longitudinal rails 122, the most rearw ard cells, have not deformed or have minimally deformed, shielding the longitudinal frame rails 122 from experiencing a spike in collision force above the upper corridor (first section 5). In other words, crush element 104 is configured to absorb a force without resultant deformation of the longitudinal frame rails 122. For example, according to some embodiments, the crush element 104 is configured to absorb the force of a pedestrian collision without triggering deployment of an airbag. As the collision force increases through and beyond the upper corridor (section 7), the remaining cells begin to collapse and deform, continuing to absorb at least a portion of the collision force (FIGS. 8E and 8F). The longitudinal rails 122 begin to buckle during this phase.

[0050] It will also be understood that for the purposes of this application, "at least one of X, Y, and Z" or "one or more of X, Y, and Z" language can be construed as X only, Y only, Z only, or any combination of two or more items X, Y, and Z (e.g., XYZ. XYY, YZ, ZZ. XX, XY).

[0051] In the present application, components may be described as being "configured to" or "enabled to" perform one or more functions. Generally, it is understood that a component that is configured to or enabled to perform a function is configured to or enabled to perform the function, or is suitable for performing the function, or is adapted to perform the function, or is operable to perform the function, or is otherwise capable of performing the function.

[0052] Additionally, components in the present application may be described as being "operatively connected to", "operatively coupled to", and the like, to other components. It is understood that such components are connected or coupled to each other in a manner to perform a certain function. It is also understood that "connections", "coupling" and the like, as recited in the present application include direct and indirect connections between components.

[0053] References in the application to "one embodiment", "an embodiment", "an implementation", "a variant", etc., indicate that the embodiment, implementation or variant described may include a particular aspect, feature, structure, or characteristic, but not every embodiment, implementation or variant necessarily includes that aspect, feature, structure, or characteristic. Moreover, such phrases may, but do not necessarily, refer to the same embodiment referred to in other portions of the specification. Further, when a particular aspect, feature, structure, or characteristic is described in connection with an embodiment, it is within the knowledge of one skilled in the art to affect or connect such module, aspect, feature, structure, or characteristic with other embodiments, whether or not explicitly described. In other words, any module, element or feature may be combined with any other element or feature in different embodiments, unless there is an obvious or inherent incompatibility, or it is specifically excluded.

[0054] It is further noted that the claims may be drafted to exclude any optional element. As such, this statement is intended to serve as antecedent basis forthe use of exclusive terminology, such as "solely", "only", and the like, in connection with the recitation of claim elements or use of a "negative" limitation. The terms "preferably", "preferred", "prefer", "optionally", "may", and similar terms are used to indicate that an item, condition or step being referred to is an optional (not required) feature of the invention.

[0055] The singular forms "a", "an", and "the" include the plural reference unless the context clearly dictates otherwise. The term "and / or" means any one of the items, any combination of the items, or all of the items with which this term is associated. The phrase "one or more" is readily understood by one of skill in the art, particularly when read in context of its usage.

[0056] The term "about" can refer to a variation of± 5%, ± 10%, ± 20%, or± 25% of the value specified. For example, "about 50" percent can in some embodiments carry a variation from 45 to 55 percent. For integer ranges, the term "about" can include one or two integers greater than and / or less than a recited integer at each end of the range. Unless indicated otherwise herein, the term "about" is intended to include values and ranges proximate to the recited range that are equivalent in terms of the functionality of the composition, or the embodiment.

[0057] As will be understood by one skilled in the art. for any and all purposes, particularly in terms of providing a written description, all ranges recited herein also encompass any and all possible sub-ranges and combinations of sub-ranges thereof, as well as the individual values making up the range, particularly integer values. A recited range includes each specific value, integer, decimal, or identity’ within the range. Any listed range can be easily recognized as sufficiently describing and enabling the same range being broken down into at least equal halves, thirds, quarters, fifths, or tenths. As a non-limiting example, each range discussed herein can be readily- broken dow n into a lower third, middle third and upper third, etc.

[0058] As will also be understood by one skilled in the art. all language such as "up to", "at least", "greater than", "less than", "more than", "or more", and the like, include the number recited and such terms refer to ranges that can be subsequently broken down into sub-ranges as discussed above. In the same manner, all ratios recited herein also include all sub-ratios falling within the broader ratio.

[0059] Persons skilled in the art will appreciate that there are yet more alternative implementations and modifications possible, and that the above examples are only illustrations of one or more implementations. The scope, therefore, is only to be limited by the claims appended hereto.

Claims

CLAIMS1. A vehicular bumper beam with improved crush force profile comprising: a vehicle bumper with a generally flat forward facing central section and lateral ends curved rearwardly; at least one crush element mounted to a rearward facing side of the vehicle bumper adjacent the lateral ends; the crush element comprising multiple stacked cells adapted to collapse sequentially under increasing forces generated during a collision of the bumper with an obstacle.

2. The vehicular bumper beam of claim 1, wherein the at least one crush element is formed of extruded aluminum.

3. The vehicular bumper beam of claim 1, wherein a width of each cell increases sequentially from the most forward cell to the most rearward cell.

4. The vehicular bumper beam of claim 1, wherein a width of each cell decreases sequentially from the most forward cell to the most rearw ard cell.

5. The vehicular bumper beam of claim 1 , wherein the crush element has a truncated triangular, trapezoidal or truncated pyramidal shape.

6. The vehicular bumper beam of claim 1 , wherein the crush element is configured to absorb a force without resultant deformation of longitudinal frame rails.

7. The vehicular bumper beam of claim 1, wherein a cross-sectional shape of one or more of the stacked cells is rectangular, trapezoidal, square, oval or round.

8. The vehicle bumper beam of claim 1, wherein the crush element is oriented such that at least one face of the stacked cells is open in a direction that is normal to an applied collision force.

9. The vehicle bumper beam of claim 1 , wherein a thickness of a cell wall of at least one of the stacked cells is different than that of another one of the stacked cells.

10. A crush element for a vehicular bumper beam comprising: a first end and a second end distal the first end; and a plurality7of stacked cells formed between the first end and second end, the stacked cells being adapted to collapse sequentially under increasing forces generated during a collision of a vehicle bumper with an obstacle; wherein at least one face of the stacked cells, when installed on the vehicle bumper, is open in a direction that is normal to an applied collision force.

11. The crush element of claim 10 further comprising: a mounting element coupled to the second end; wherein the crush element is configured to be coupled to the vehicular bumper at the first end and coupled to a longitudinal frame rail at the second end via the mounting element.

12. The crush element of claim 10, wherein the plurality of stacked cells comprises at least two columns of stacked cells arranged adjacent to and spaced apart from each other.

13. The crush element of claim 10, wherein the plurality7of stacked cell comprises at least two columns of stacked cells arranged adjacent to and contiguous with each other.

14. The crush element of claim 10, wherein the crush element is formed of extruded aluminum.

15. The crush element of claim 10, wherein a width of each cell increases sequentially from the most forward cell to the most rearward cell.

16. The crush element of claim 10 having a truncated triangular, trapezoidal or pyramidal shape.

17. The crush element of claim 10, wherein the crush element is configured to absorb a force without resultant deformation of at least one longitudinal frame rail.

18. The crush element of claim 10. wherein a cross-sectional shape of one or more of the stacked cells is rectangular, trapezoidal, square, oval or round.

19. The crush element of claim 10, wherein a thickness of a cell wall of at least one of the stacked cells is different than that of another one of the stacked cells.

20. The crush element of claim 10, wherein at least one of the plurality of stacked cells is different in one or more of shape and size from another one of the plurality of stacked cells.

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